Control mounting



Get 4, 1932; c. E. SUMMERS VCOINTROL MOUNTING- Original Filed Oct. 22, 1928 2 SheetsSheet Cale ame Oct. 4, 1932. c, SUMMERS 1,881,067

' CONTBOL MOUNTING Original-Filed Oct. 22. 1928 2 Sheets-Sheet 2 681a! 5611mm Patented Oct. 4, 19 32 UN T STATES.

PATIENT OFFICE CALEB E. SUMMERS, OF-. PONTIAG, MICHIGAN, ASSIGNOB TO GENERAL MOTORS CORPO- RATION, DIETROIT, MICHIGAN, A CORPORATION OF DELAWARE CONTROL MOUNTING Original application filed October 22, 1928, Serial No. 314,203. Divided and this application filed December 26, 1931. Serial No. 583,231.

' cured in an automobile chassis as to have at least a limited freedom of movement in rea spouse to engine vibrations. In the case of a control such as the clutch pedal which is usually mounted'upon the engine frame, and

v 1. connected by suitable linkage to the clutch throwout lever, vibrations of the engine are transmitted through the linkage to the pedal, causing the pedal to vibrate to the discomfort of the operator. V

In accordance with this invention the connections between the pedal or other control and the power plant are such that engine vibration is not transmitted to the pedal. In the specific forni shown, this is accomplished by so locating and orienting the pivots in the linkage that while the driver can operate the control in the usual manner, the engine vibrations merely result in free oscillation of parts of the linkage with respect to' each 25 other.

In the drawings: "Figurel is a lon itudinal sectional view through an automo ile chassis showing an engine mounted therein in accordance with my invention.

F 'gure 2 is a fragmentary top plan view of the construction shown in Figure 1.

Figure 3 is a view of part of the clutch operating connections taken on' line 3-3 of Fi ure 1.

. igure 4 is a frontelevation of the engine with parts broken away to show the bracing means.

broken away to show the bracing means and also. the method of attachment of the front engine support.v

Figure 6 is a view taken on line 66 of Figure 2.

Figure ure 6.

j Figure 8 is a section through the connection between the clutch shifter fork and theope'rating link taken longitudinally through the former.

7 is a section on line 7 7 of Fig- I Figure 5 is a top plan View of Figure 4 I have shown an 8-cylinder internal combustion engine of the V-type. One bank of 4 cylinders is indicated at 10 and the other bank is indicated at 12. The angle between the banks is preferably 90. I have indicated in dotted lines in Figure 1, the crankshaft 14 to whichthe pistons operating in the cylinders are connected by means of the usual connecting rods, not shown. The shaft illustrated is of the common type having the four throws in one plane, the connecting rods of opposing cylinders being connected to common throws. The engine as so far described is conventional, and it is preferably operated with the. usual firing order, 1, 3, 4, 2, for each of the banks of cylinders. The firing is, of course,.alternated between the banks of cylinders so that if the cylinders of bank 10 be numbered 1, 3, 5 and 7 and the cylinders of bank 12 be numbered 2, 4, 6 and 8, the actual firing order is l, 8, 5, 4, 7, 2, 3,6. The firing order chosen is likewise conventional.

' Ithas long been known that engines of I the type illustrated are characterized by an inherent lateral vibration when the engine is in operation. I have found after careful investigation that this lateral vibration is in fact an oscillation about an axis extending longitudinally of the motor'. The specific engine illustrated is of the conventional unit power plant type in which the flywheel housing 16 is rigidly secured to the engine block, and to the flywheel housing is secured the transmission housing 18. These parts are then mounted as a unit on the, chassis frame 20. I have found after careful enperiments with V-8 engines of the unit power plant type such as shown on the drawings that owing to the distribution of 'masses the engine assembly tends to oscillate X-X of Figure 1. Thisvibration, or oscillation, as is well known, is produced by unbalanced inertia forcesresulting from mo tion of the reciprocating parts such as the mission of the vibration to the chassis.

I-have solved this problem by mounting the engine so as to permit it to have substantial freedom of movement with the result that the frame is not subjectto the thrusting and tugging that ensues where the engine is rigidly clamped to the frame. Since the rear end ofv the power plant is very close to the axis of oscillation XX, the i amplitude of the oscillatory movement will be very slight so that a simple type of support may be used. I have illustrated this support at 24 and it is shown in detail in Figure 7. The support consists of a bracket 26 supported on the cross frame member 28, and carrying a stud 30 which passes through aligned perforations in a rubber cup 32, metal cup 34 and bracket 36 bolted to the rear end of the transmission housing 18. Upon the upper end of the stud 30 is threaded'the nut 38 for holding the parts assembled. It will be noted that the rubber cup 32 is providedwith an annular extension 40 projecting into a recess formed in the underside of the'cup 34 and that the aperture in the cup 34 through which the stud 30 passes is of larger diameter than the stud 30. With this arrangement the extension 40 as well as the cup-shaped design of the rubber member 32 yieldingly permit the engine to have a slight freedom of movement in all directions. As previously pointed out since the support is very close to the 'axis XX, this limited amount of freedom of movement is sufficient to take care of the engine vibration.

The vibration of the forward part of the engine is of considerable amplitude since it is quite a bit removed from the axis of oscil lation. The supports for the front end must therefore be designed to permit of considerable movement. The front motor mounting is best shown in Figures 4 and 5, and consists of brackets 42 bolted to the sides of the motor block and suspended from brackets 44 bers 50 b means of bolts 52. The links 46 may be 0 the type commonly used for spring shackles.

ly resists chance movement.

I have indicated at X on Figure 4 a point on the axis X-X of Figure 1. Thelinks 46 are preferably so arranged-as to normally lie along radii drawn from said point and indicated by the lines XY of Figure 4.

The arrangement of links as shown permits the engine freedom to oscillate back and ,forth along a path which is practically indistinguishable from an are drawn about axis XX as a center.

\Vith the engine mounted in the manner described there is nothing to prevent its oscillation in response to extraneous forces such as rolling or tossingof the car in its movement over rough roads and around curves. This, of course, is undesirable and I shall now describe the means for preventing such chance movement -of the engine. The principle involved in my preferred form of bracing means consists in designing the brace so that it is self-adjusting to takc care of changes in positions of the engine in response to its inherent vibration but positive- The bracing means is best shown in Figures 4 and 5, and comprises a bracket 54 bolted to the side frame member 50. From the bracket projects a strut 56 in the'form of a bolt having a headed end 58. The strut is adjustably secured to the bracket by means of lock nuts 60. Within an extension 62 of the engine housing is formed a chamber 63, the outer end of which is closed by cover plate 64. \Vithin the chamber is a cam follower in the form of a lever 65 pivoted at 66 to the engine Y block. The lever is provided with a notch 68 58 and at the other end against a plate 70 bolted to the extension 62 oft-he engine block. Suitable packing is providedabout the strut 56 as shown at 72 to prevent the escape of oil. The upper end of the lever 65 is provided with a nose bearing against afour lobed cam 74 mounted on the usual camshaft 76 driven from the engine crankshaft in the customary manner.

The parts of the bracing meansare assembled with the spring 67 under compression so as to hold the cam follower 65 against the cam 74. The other end of the strut 56 is then rigidly clamped to the bracket 54. The strut 56 is consequently fixed in position and the effect of rotation of the cam 74 is simply to hold the follower 65 against the head of the strutin all positions which the engine assumes in the course of its vibration.

means, that is, th e strut 56, the cam follower 65 and the cam 74 are always in position to resist chance oscillation of the'engine. The

.As a consequence,.the parts of the bracing I effect of the rotation of the cam 74 is not to apply compression to the strut 56 Many time because the movements of the cam and cam follower are synchronized. with the engine vibration. This will be made clear if it-be assumed that the member 65 is fixed and the engine is swinging from mid-position to the right as shown in Figure 4, the effeet of this would be to move the member 65 outof contact with the head of the strut 56.

As a result the strut would be ineffective to brace the engine. To avoid this the member 65 is made movable and the cam'74 is so desi shaft which is driven at half crankshaft bracing means and the engine oscillations.-

speed, it is necessary to provide it with four lobes to synchronize the movement of the Obviously, the cam, if mounted on the crankshaftQwould requirebut two lobes.

I have preferred to emplo an additional bracing means in the form 0 a bar 78 bolted at one end 80 to a frame member or other fixed part of the chassis and at the other end 82 to a part of the engine lying substantially in the axis XX. The amplitude of 05011- lation of the engineadjacent the point of connection 82 is very small so that a rigld brace may be employed without appreciably interfering with the free swinging of portions of the engine remote from the axis.

The engine mounting and synchronized brace just described is disclosed and claimed in my prior application of which this is a division. This application has to do with thejmounting of the controls and is useful with engines mounted as above described or in an other manner provided the engine is permitted independent movement relative to the frame. f w

, To avoid .the transmission of engine vibrations to controls such as the clutch edal, I clutch pedal linkage as shown in Figures 1 and 2. 120 indicates the lever which engages the clutch operating yoke, not shown. Thislever' customarily swings about avertical axls. and is mounted on a rock shaft 124 carried by bracket 126 bolted to the cross frame member 28. Upon the same pivot 124 is mounted the. brake operating lever 130, but with this I am not concerned. 132 indicates a spring which yieldinglya holds the clutch pedal in its rearward position. 134 indicates'a link having one end formed as a hook and received in an aperture in the lower end of the arm 132 projecting from-the lower endof the clutch pedal. The other end of ed that at the saine time the engine is moving to the right the cam follower is place when the motor The clutch pedal is indicated at 122- the link 134 passes through an enlargedaperture 135 formed in the end of the lever,

120. There is threaded upon the end of the link 134 a nut 137 havinga spherical surface 139 fitted in the'opening'135. The nut 137 likewise carries opposed lugs 141 fitting in notches 143 formed at the sides of the opening 135 so that the nut is thereby retained in position against chance rotation.v

The described connection between the link but with this construction the lateral vibra tion of the motor carrying with it the arm 120 and link 134 would produce a backward and forward oscillation of the clutch pedal 122. Since the parts 120 and 134 oscillate about the'axis X- X as a center they move slightly fore and aft as well as up and down. With the horizontally extending link the entire fore and aft component of the vibration of the engine is available to oscillate the clutch pedal. To avoidthis difficulty I have so arranged the clutch operating lever 120 and the arm 132 that the link 134 connecting them will extend in a direction parallel to the axis XX. I have likewise provided a swinging connection between the link 134 and the arm 132. With this construction the inherent oscillation of the motor will carry the lever 120 and link 134 with it causing the latter to rock in the joint provided in the arm 132 without pro ducing any appreciable oscillation of the pedal 122. I, have found that upon actual test that this arrangement entirely prevents transmission of engine vibrations to the driver through the clutch pedal.

The special clutch pedal mounting is applicable to all kinds of engines whatever he the character of the vibration as the linkages may always be designed in accordance with the principles here outlined so as to make it impossible for the engine vibrations to reach the operator.

I claim:

L The combination of a frame, a unitary power plant comprising a drive shaft and a control device, said power plant being of the means for operating the control device 1 mounted on said frame, said last named means f engine having a crankshaft and .aiclutch, said 3 1 power plant being of the type that is subject being arranged to permit substantially free, oscillation of the control device about the axis of oscillation ofthe power plant.

2. The combination of a frame, a unitary power plant comprising a drive shaft and a clutch, said power plant bein -of the V-type said movement being designed so that oscil lation of the engine is not transmitted through it to the clutch pedal.

3. In an automobile the combination of a frame, a unitary power plant comprising an to oscillation about an axis extending forwardly and upwardly from a point-at the rear 'of the power plant lying on the crank:

' shaft axis under the action of forces inherent in the operation of the engine, meansfor mounting thepower plant on the frame arranged to permit the power plant to'have' oscillatory movement about said axis,in' response to said forces, a clutch pedal mounted on saidframe, a shifter for saidcl-utch, and

a link connecting the ,clutch pedal and clutch shifter for shifting the clutch, said link'beingdesigned so that motion of the engine is not transmitted through it to the said pedal,

4. The combination of a frame, a unitary j power plant comprising a drive shaft and a control device, said power plant being of the type that is subject to oscillation about an axis extending at an angle to the drive shaft under the action of forces inherent in its operation, means for mounting the power plant on'the frame arranged ..to permit the power plant to have oscillatory movement about said 5 axis in response to said forces,-driver operated means mounted on said frame for operating the control device, means plvotally conlink normally extending in a direction substantially parallel to said axis so that oscillationof the power plant causes pivotal movement of said link without transmitting the oscillation to the clutch pedal.

power plant comprising a clutch, said power plant being of the type that is subject to forces inherent in its operation, means for mounting the power plant on 'the frame arranged to permit the power plant to have oscillatory movement about said axis in re-' .sponse to said forces, a clutch control member pivoted on said frame, a clutch operator piv- 6. The combination of a. frame, a unitary oscillation about an axis under the action of j oted on said power plant and a pivoted link connectingthe clutch control member and clutch operator for shifting the clutch, said link normally extending in a direction substantially parallel to said. axis so that oscillation of the power-plant causes pivotal movement of said rink without transmitting the oscillation to the clutch control member.

7. In an automobile combination of a frame, a unitary power plant comprisingan engine having a crankshaft and a clutch, said power plant being of the type that is subject to oscillation about an axis extending at an angle to the axis of the crankshaft under the action of forces inherent in its operation,

means for; mounting the power'plant on the frame arranged to permit the power plant to have oscillatory movement about said axis in response to said forces, a shifter fork piv oted on the power plant for operating the mo clutch,- and driver operator means for operating the shifter fork mounted on said frame,

said last named means being arranged to permit substantially free oscillation of the shifter fork about the axis of oscillation'of the power plant.

In testimony whereof I afiix my signature.

CALEB E. SUMMERS.

necting said driver operated means and said control device, the pivotal connections lying on a line substantially parallel to the axis of oscillation of said power plant.

. 5. The combination of a frame, a unitary power plant comprising a clutch, said power oscillation about an axis under the action of forces inherent 1n 1ts operation, means for mounting the power plant on the frame arranged to permit the power plant to have oscillatory movement about'said axis in respouse to said forces. a clutch pedal mounted on saidframe. a shifter for said clutch, and a. pivoted link connecting the clutchfpedal and clutch shifter for shifting the clutch, said plant being'ofthe type that is subject to 

